Explosion-engine.



No. 674,42I. Patented May 2|, l90l. 0. KOPP & W'. PRESTON.

EXPLOSION ENGINE.

(Application filed. Dec. 22, 1900.) (No Model.) 2 Sheats$heet l.

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No. 674,42l. Patented May 2|, 19m. 0. KUPP & w. PRESTON. EXPLUSIONENGINE.

(Application filed Dec. 22, 1900.) (No Model.) 2 Sheets-Sheet 2.

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UNITED STATES PATENT rrten.

OSCAR KOPP AND WILLIAM PRESTON, OF PARIS, FRANCE.

EXPLOSION-ENGINE.

SPECIFICATION forming part of Letters Patent No. 674,421, dated May 21,1901.

Application filed December 22, 1900. Serial No. 40,755- (No model-) Toall whom it may concern:

Be it known that we, OSCAR KOPP, a citizen of the Republic ofSwitzerland, and WILLIAM PRESTON, a citizen of the Republic of France,both residing at No. 60 Boulevard de Olichy, Paris, in the Republic ofFrance, have invented certain new and useful Improvements inExplosion-Engines, of which the following is a full, clear, and exactspecification.

In existing motors the throttle-valves are as a rule raisedautomatically by the suction of the piston-motors, while a shaft with aspecial tappet independent of the motion-receiving shaft controls theescape-valves. This arrangement has, in motors of great velocity inparticular, the inconvenience of many irregularities in the movementoccasioned by the failure of the throttle-valves to work or throughtheir insufficient working, the opening taking place too late and themixture admitted into the cylinder being incomplete. In the arrangementwhich we have invented and which is the basis of this application notonly are these inconveniences entirely removed, but also thethrottle-valves and the escape-valves are, the same as the ignition,regulated by one and the same shaft, which is the main driving-shaft.The pistons of the various cylinders are for this purpose coupled bypinions connected to the cranks and meshing with a gear of doubledimensions fixed upon the main shaft of the motor, which thus transmitsthe power and also controls the valve mechanism.

Figures 1, 2, 3, and 4 of the annexed drawings represent the applicationof our invention to a vertical motor of two cylinders. Fig. 1 is a sideview. Fig. 2 is a vertical sectional view on line of of Fig. 4. Fig. 3is a vertical sectional view on line 0 d ofFig. 1. Fig. 4 is ahorizontal section on line a b of Fig. 1.

Between the two cylinders, at an equal distance from their axial planes,a central main shaft D is placed, carrying the fly-wheel F. Each of thetwo connecting-rods A A,joined to the two pistons, is connected with thepin On the axis of each of these cranks is fixed a pinion C C. The

By means of the central main shaft it is possible to control the wholevalve mechanism. For this purpose this shaft carries a small h'elicoidalpinion G, meshing with another pinion H, fixed to a shaft I, whichcarries all the cams for the valve mechanism. These cams operatesuccessively and alternatively by means of pushers K, the rods of thethrottle clack-valves L and L", and the escape clack-valves M and M. Thepinions G and H have the same number of teeth. At the extremity of theshaft D, near the pinion G and across from the fly-wheel F is fixed thecam N for controlling ignition. With one central shaft controlling thusthe Whole valve mechanism the regularity of the operation of the valvesis perfectly insured, this being complete and occurring exactly at themo ment required.

We claim- 1. In combination in a motor, a plurality of cylinders, a mainshaft D, a gear E thereon, pinions O, O, of less diameter than the gearE, one on each side of the gear, the cranks to which the pinions areconnected axially, the pitmen extending from said cranks to the pistonsof the cylinders, and valve-controlling mechanism arranged to be drivenfrom the shaft-D and comprising the helicoidal pinion G on the shaft D,the shaft I having the gear H thereon meshing with the helicoidal gearand the cams on the said shaft for operating the valves, substantiallyas described.

2. In combination, the cylinders, the main shaft D, extending in a planebetween them, a gear on the said shaft, the cranks, one for eachcylinder located on each side of said shaft with their axes paralleltherewith, the pinions of less diameter than the gear and connectedaxially to the cranks, a hclicoldal gear on the main shaft D, a gear Hmeshing therewith, a shaft upon which the shaft I is supported, the camson said shaft 1, the valves and the connections from said cams to thevalves and the pitmen arranged parallel with each other, substantiallyas described.

In witness whereof we have hereunto set our hands in presence of twowitnesses.

OSCAR KOPP. WILLIAM- PRESTON.

